Professional pain-factory John Wick (Keanu Reeves) is back for a sequel, and once again, there’s a whole cadre of well-dressed people who want him dead.
But if this trailer is any indication, they don’t stand a chance.
The star made waves online earlier this year when a video was released showing Reeves practicing his three-gun skills with tactical shooting master Taran Butler. The hard work appears to have paid off, as the trailer shows Wick aerating assailants in a variety of creative styles.
Reeves’ is joined by fellow Matrix star Laurence Fishburne, as well as Common, Bridget Moynahan, John Leguizamo, and Ian McShane.
‘John Wick: Chapter 2’ hits theaters everywhere on February 10th, 2017.
In the heart of the Sonoran Desert lies a 2,600-acre piece of land, a “boneyard,” where it is commonly understood a unique bond exists between an Airman and his aircraft.
Since the days shortly after World War II, this particular piece of land, located on Davis-Monthan Air Force Base, Arizona, has been the final resting place for tens of thousands of military aircraft, many of which have played a significant role in shaping the world since the early 1940’s.
The boneyard is home to the 309th Aerospace Maintenance and Regeneration Group. It’s where 600 technicians, from dozens of specialties, ensure the preservation or perform the “cannibalization” of the sleeping fleet. Most of the technicians have decades of experience, both military and civilian, spanning multiple generations of airframes. However, not many have the level of relationship Richard Brunt has with the A-10 Thunderbolt II, which pilots and crews lovingly refer to as the “Warthog.”
Those who come across Brunt in the boneyard, may assume he’s just another mechanic. He has that seasoned maintainer demeanor, sun-scorched skin, roughly calloused hands, and sarcasm perpetuated by thousands of hours of knuckle-busting wrench turns.
Nevertheless, Brunt is far more than a junkyard part puller.
“I joined the military in 1975, but it wasn’t until my second tour of active duty that I worked as an aviation crew chief,” said Brunt. “I always had a passion for all things aviation, so I was excited.
“Initially I worked five years on F-4 (Phantoms), F-111 (Aardvarks), and as a quality assurance inspector. But, in 1987, after a three-year tour at Osan Air Base, Korea, that’s when I was struck by the Thunderbolt.”
Brunt joined a “hodge-podge of crew chiefs and pilots” from all over the world who were tasked with activating the Air Force’s first OA-10 forward air controller (FAC) airborne unit.
“We all had to learn a new aircraft; none of us had touched an A-10 … it made us a close-knit group,” Brunt said. “All of us worked together, the mechanics and the pilots. We had one goal in mind: get qualified.”
From 1987 to 1990, Staff Sgt. Brunt and the 23rd Tactical Air Support Squadron trained day in and day out, traveling throughout the country. They were also tasked with providing heavily armed airborne FAC to support the Army’s renowned and battle-tested 82nd and the 101st Airborne Divisions.
After two years of intense training, the Davis-Monthan AFB OA-10 unit was called upon to support Operation Desert Storm. The unit would formally usher in the new era of close air-support and give rise to a new term – “tank-plinking.”
The sight of the group’s hard work and preparation finally being utilized during Desert Storm is as vivid for Brunt as if it were yesterday. He calls it the fondest memory of his career.
“I remember the night we caught the (Iraqi) Republican Guard moving south along the Highway of Death (Highway 80, which runs from Kuwait City to Basra, Iraq),” Brunt said. “The first group of A-10s I launched came back and the pilots were all pumped up. They had spotted a whole convoy that spanned many miles.
“That night, we launched nearly 600 jets. Our pilots did a typical tactical attack; they knocked out the front, then knocked out the back, boxing them in. Each jet carried 1,150 pounds of (high-explosive incendiary), the 30 millimeter cannon, four bombs, and two to four air-to-ground missiles … each one came back empty. It was a great day.”
Although missions like that night were filled with adrenaline and affirmation, those moments were always short-lived. Most days were filled with nonstop sortie generation, harsh conditions and constant angst from the surrounding dangers.
Still, it was never just a job for Brunt, it was a sense of pride; it was never just his name on the side of the plane that connected him to the machine, it was much deeper.
“Every day, multiple times a day, that was my plane heading into danger, my pilot relying on my machine to respond accurately and protect his life,” Brunt said.
Unfortunately, one of the most defining moments in Brunt’s love affair with the A-10 was the loss of a dear friend and colleague.
“His name was Lt. Patrick Olson,” Brunt said. “We called him Oly. He was a great officer. I was his crew chief; it was our names on the side of aircraft 77-197.
“I remember it clear as day. There was a light drizzle and as we prepared for launch; Oly was talking about how he heard the war may end really soon. I got him in the plane, buckled him up and he took off up north toward the Republican Guard.”
That day, Feb. 27, 1991, Olson was directing fire toward Iraqi tanks when he was spotted and immediately engaged. He quickly yanked the A-10′s vertical to the ground, banked sharply and instead of disengaging, went directly for the Iraqi tanks. Olson’s aircraft took critical damage.
“He was hit with (anti-aircraft artillery), they disabled his rudder and elevator,” said Brunt. He was told to bailout… but he said ‘No, I’m going to land this thing.'”
Because of the damage sustained by the aircraft, as he was preparing to land, the gear in his wing broke through the skin, the plane slide sideways, flipped over and burst into flames.
“I took it very hard,” explained Brunt, “When the expediter pulled me aside and told me that Oly wouldn’t be coming back, I burst into tears; it was hard for me to process.”
The war ended the next day.
After an emotionally charged six months in Saudi Arabia, Brunt spent the next five years traveling the world with the A-10, supporting multiple operations. Then, in 1996, after 17 years and 10 months in the service, Brunt was the subject of the Air Force’s reduction in force efforts; he retired as a technical sergeant with full benefits.
Following retirement, Brunt looked for ways to stay with the A-10. It wasn’t until 2002, after six years of working multiple jobs in aviation, that he was finally reunited with the aircraft.
“For years I had been trying to get back to the plane that I knew the best, the one I spent 11 years with,” Brunt explained. “The wait had been too long.”
While the Thunderbolts were the same, Brunt’s new involvement with them was exactly the opposite of what it used to be. Instead of repairing them, he was tearing them apart.
“It’s a shame going through the save list and striping them down,” Brunt said. “It’s hard to imagine that the very aircraft that took me to all ends of the world would soon be crushed up, salvaged and probably turned into beer cans.
“At least for now, the A-10 will live on for a few more years and the parts I pull will keep the aircraft flying and save the tax-payers millions of dollars. When the A-10 is finally taken out of commission, it will not be forgotten. It has given me some of the greatest moments of my life. For that I owe it a great deal of gratitude.”
For those traveling to Davis-Monthan that get a chance to tour the boneyard, look for Brunt. You’ll find him hard at work, carefully stripping down the birds he once repaired. Ask him about his time with the A-10 and you’ll see a subtle grin and a sparkle in his eye…he’ll begin to point out his favorites starting with the NF (Nail FAC) Desert Storm aircraft.
Disney is aiming to make Disney+ an essential, if not the essential, streaming service by taking advantage of its extensive collection of properties. That means a robust selection of old titles like, oh, the entire Disney vault along with new shows inspired by proven franchises that Disney either created or acquired. That’s why we have the first-ever live-action Star Wars series, a Monsters, Inc. series, and a slew of shows set in the Marvel Cinematic Multiverse to look forward to. Now, we’re getting our first look at one of the most highly anticipated of those Marvel shows, Loki.
Disney just released photos from its Investor Day event, which took place on April 11, 2019. It was at this event that the details of the service were announced, and one photo shows Marvel Studios head Kevin Feige — the man as responsible for the MCU as anyone — talking to the audience with an image from Loki behind him.
The photo is frustratingly out of focus, but there are still plenty of clues for Marvel fans to pour over.
It shows a blurry figure resembling Tom Hiddleston — reprising the titular role — walking in front of what looks like an AMC Gremlin, next to the trunk of a less distinctive car with a similarly retro aesthetic. The cars match the vintage coats worn by a man and a woman walking away from the camera.
But the reason we’re confident that at least part of Loki will take place in the 1970s is the marquee behind Hiddleston. It reads JAWS in big red letters. Spielberg’s fourth film hit theaters in 1975, so the marquee matches the time period of the rest of the clues and offers a bit more specificity.
When we last saw Loki, he was in 2012 New York, a time and place before his death in Infinity War. He teleports away using the Time Stone, a move that, according to Joe Russo, creates a branched reality.
So our best guess is that the series will take place in that reality, one that takes place in the past and, if the Hollywood Reporter is right, will show him as he “pops up throughout human history as an unlikely influencer on historical events.”
This article originally appeared on Fatherly. Follow @FatherlyHQ on Twitter.
During his 20 years as a SEAL, Willink writes that he realized that, “Just as discipline and freedom are opposing forces that must be balanced, leadership requires finding the equilibrium in the dichotomy of many seemingly contradictory qualities between one extreme and another.” By being aware of these seeming contradictions, a leader can “more easily balance the opposing forces and lead with maximum effectiveness.”
Here are the 12 main dichotomies of leadership Willink identifies as traits every effective leader should have.
‘A leader must lead but also be ready to follow.’
Willink says a common misconception the public has about the military is that subordinates mindlessly follow every order they’re given. In certain situations, subordinates may have access to information their superiors don’t, or have an insight that would result in a more effective plan than the one their boss proposed.
“Good leaders must welcome this, putting aside ego and personal agendas to ensure that the team has the greatest chance of accomplishing its strategic goals,” Willink writes.
‘A leader must be aggressive but not overbearing.’
As a SEAL officer, Willink needed to be aggressive (“Some may even accuse me of hyperagression,” he says) but he differentiated being a powerful presence to his SEAL team from being an intimidating figure.
He writes that, “I did my utmost to ensure that everyone below me in the chain of command felt comfortable approaching me with concerns, ideas, thoughts, and even disagreements.”
“That being said,” he adds, “my subordinates also knew that if they wanted to complain about the hard work and relentless push to accomplish the mission I expected of them, they best take those thoughts elsewhere.”
‘A leader must be calm but not robotic.’
Willink says that while leaders who lose their tempers lose respect, they also can’t establish a relationship with their team if they never expression anger, sadness, or frustration.
“People do not follow robots,” he writes.
‘A leader must be confident but never cocky.’
Leaders should behave with confidence and instill it in their team members.
“But when it goes too far, overconfidence causes complacency and arrogance, which ultimately set the team up for failure,” Willink writes.
‘A leader must be brave but not foolhardy.’
Whoever’s in charge can’t waste time excessively contemplating a scenario without making a decision. But when it’s time to make that decision, all risk must be as mitigated as possible.
Willink and Babin both write about situations in Ramadi in which delaying an attack until every detail about a target was clarified, even when it frustrated other units they were working with, resulted in avoiding tragic friendly fire.
‘A leader must have a competitive spirit but also be a gracious loser.’
“They must drive competition and push themselves and their teams to perform at the highest level,” Willink writes. “But they must never put their own drive for personal success ahead of overall mission success for the greater team.”
This means that when something does not go according to plan, leaders must set aside their egos and take ownership of the failure before moving forward.
‘A leader must be attentive to details but not obsessed with them.’
The most effective leaders learn how to quickly determine which of their team’s tasks need to be monitored in order for them to progress smoothly, “but cannot get sucked into the details and lose track of the bigger picture,” Willink writes.
‘A leader must be strong but likewise have endurance, not only physically but mentally.’
Leaders need to push themselves and their teams while also recognizing their limits, in order to achieve a suitable pace and avoid burnout.
‘A leader must be humble but not passive; quiet but not silent.’
The best leaders keep their egos in check and their minds open to others, and admit when they’re wrong.
“But a leader must be able to speak up when it matters,” Willink writes. “They must be able to stand up for the team and respectfully push back against a decision, order, or direction that could negatively impact overall mission success.”
‘A leader must be close with subordinates but not too close.’
“The best leaders understand the motivations of their team members and know their people — their lives and their families,” Willink writes. “But a leader must never grow so close to subordinates that one member of the team becomes more important than another, or more important than the mission itself.”
“Leaders must never get so close that the team forgets who is in charge.”
‘A leader must exercise Extreme Ownership. Simultaneously, that leader must employ Decentralized Command.’
“Extreme Ownership” is the fundamental concept of Willink and Babin’s leadership philosophy. It means that for any team or organization, “all responsibility for success and failure rests with the leader,” Willink writes. Even when leaders are not directly responsible for all outcomes, it was their method of communication and guidance, or lack thereof, that led to the results.
That doesn’t mean, however, that leaders should micromanage. It’s why the concept of decentralized command that Willink and Babin used in the battlefield, in which they trusted that their junior officers were able to handle certain tasks without being monitored, translates so well to the business world.
‘A leader has nothing to prove but everything to prove.’
“Since the team understands that the leader is de facto in charge, in that respect, a leader has nothing to prove,” Willink writes. “But in another respect, a leader has everything to prove: Every member of the team must develop the trust and confidence that their leader will exercise good judgment, remain calm, and make the right decisions when it matters most.”
And the only way that can be achieved is through leading by example every day.
It is one of the sneakiest, most insidious things in warfare. It can creep up on you, and you’ll suddenly find out that you no longer can do all that you wanted to do. It’s called “virtual attrition,” and while it doesn’t make many headlines, it matters more to military operations than you’d think.
So, what exactly is “virtual attrition?” Well, plain old attrition is defined by the Merriam Webster Online Dictionary as “the act or process of weakening and gradually defeating an enemy through constant attacks and continued pressure over a long period of time.” In war, these are the planes that are shot down, the ships that are sunk, the tanks that go “jack in the box,” the troops that are killed. In other words, you lost them for good.
An F/A-18F Super Hornet assigned to the Salty Dogs of Air Test and Evaluation Squadron (VX) 23 conducts a captive carry flight test of an AGM-88E Advanced Anti-Radiation Guided Missile (AARGM) at Naval Air Station Patuxent River, Md. (U.S. Navy photo by Greg L. Davis/Released)
Virtual attrition, therefore involves “losing” the assets. Only it doesn’t involve actually destroying the asset. Here’s a couple of examples:
Scenario One: There is a factory complex in Bad Guy Land that you want to remove from the landscape. It will take 16 Joint Direct Attack Munitions to destroy. Now, four F/A-18E Super Hornets from one of the squadrons in the air wing of USS Enterprise can each carry four JDAMs, that should put enough bombs on target, right?
Well, not quite. You see, Mr. Sleazebag Swinemolestor, the dictator of Bad Guy Land, just got some brand new Russian S-300 missile systems (the SA-10 Grumble). He’s got one defending the factory complex you want to go away. He also got some brand new J-11 Flankers from China that he’s using to protect the place.
Now, sending planes into the teeth of air defenses doesn’t work out so well. We found that out the hard way in more than a couple wars.
So now, you may need some escorts. Well, we can add a couple more F/A-18Es with AGM-88 High-Speed Anti-Radiation Missiles and AGM-154A Joint Standoff Attack Weapons to deal with the S-300s, and two more loaded with a ton of AIM-120 AMRAAMs for the Flankers.
Aviation Ordnancemen assigned to the Diamondbacks of Strike Fighter Squadron One Zero Two (VFA-102), load a CATM-88 High-Speed Anti-Radiation (HARM) missile on one of their squadrons F/A-18F Super Hornets aboard the conventionally powered aircraft carrier USS Kitty Hawk (CV 63). The CATM-88 is an inert training version of the AGM-88 HARM missile, which is a supersonic air-to-surface tactical missile designed to seek and destroy enemy radar-equipped air defense systems. Kitty Hawk and embarked Carrier Air Wing Five (CVW-5) are currently conducting operations in the Western Pacific Ocean. (U.S. Navy photo by Photographers Mate 3rd Class Jonathan Chandler)
Only those four additional Super Hornets have to come from somewhere. On a carrier (or even a land base), there are only so many airframes. The S-300s and the Flankers just forced the United States to double the size of the “package” they are sending to service the target.
A carrier usually has 24 Super Hornets. Some will be down for maintenance. Some will be needed to provide air cover for the carrier or planes like the E-2 Hawkeye or EA-18 Growler. There will be other targets to hit, like bridges, air bases, headquarters buildings… you get the picture.
Now, you can’t hit all the targets you want to hit, because you need to not only make the factory go away, you need to make the defenses go away. You have lost the use of the planes as strike assets. In essence, other missions get shortchanged. That is one way virtual attrition works.
Scenario 2: China’s DF-21 has gotten a lot of hype as a threat. That ignores the fact that the RIM-161 SM-3 Standard Missile is already capable of defeating it. But the DF-21 still inflicts the “virtual attrition.”
Let’s assume that BadGuyLand’s dictator, the aforementioned Sleazebag Swinemolestor, has bought 30 DF-21s. Now, while the SM-3 has proven reliable (a success rate of about 90 percent in tests), the usual practice will be a “shoot-shoot look” approach — firing two missiles at each target, and looking to see if you got it. That is a quick way to eat up missiles, especially when you miss.
An SM-3 Block 1B interceptor is launched from the guided-missile cruiser USS Lake Erie (CG 70) during a Missile Defense Agency test and successfully intercepted a complex short-range ballistic missile target off the coast of Kauai, Hawaii. (U.S. Department of Defense photo/Released)
So now, the Enterprise’s escorts have to load more SM-3s into their Mark 41 Vertical Launch Systems. The problem being, of course, they only have 96 cells each. And if you are carrying more SM-3s, you have to take other missiles out, like BGM-109 Tomahawks, RIM-66 SM-2 Standard Missiles, and RUM-139 Vertical Launch ASROCs.
Now, you could fix this by adding the Ronald Reagan Carrier Strike Group (originally planned for a WESTPAC deployment), with her escorts, the Bunker Hill, the Winston S. Churchill, the Harmon Rabb, and the Cole. But that carrier group has to come from somewhere… so you now have to make up for that or pray that the region stays calm.
The Navy’s only forward-deployed aircraft carrier, USS Ronald Reagan (CVN 76), steams in formation with ships from Carrier Strike Group Five (CSG 5) and the Republic of Korea Navy (ROKN) during Exercise Invincible Spirit. (U.S. Navy photo by Petty Officer 3rd Class Nathan Burke/Released)
The other alternative is to add more escorts. You could strip the Mac Taylor from anti-piracy duty off Somalia, or call in the John S. McCain from her Freedom of Navigation exercise in the South China Sea, or maybe even have the Dave Nolan detach from the replenishment ships. But then you take risks by pulling those ships from those missions.
In essence, virtual attrition means you have to pull in extra assets – and the assets you pull in, no matter how good they are, cannot be in two places at once. It is not spectacular. It doesn’t make headlines, but virtual attrition is a real problem that the military has to address.
A U.S. Air Force C-146A landed unannounced (and apparently uninvited) at Libya’s al-Watiyeh airbase last weekend. The numbers on the airplane that landed at the base Southwest of Tripoli match with craft assigned to the 524th Special Operations Squadron. Once on the ground, it dispatched a number of personnel, presumably American special operators.
The team of armed men wearing civilian clothes deplaned after 6am on December 14, 2015 without any cooperation from local authorities, which is why they were asked to take off. Their arrival had just enough time for the Libyan Air Force to broadcast them on social media.
The visit comes at a crucial time in Libya’s post-Qaddafi history. Factions of fractured Libya formed coalitions, militias and legislatures to claim legitimacy as the true head of government. One faction is Islamist-based and controls the traditional capital of Tripoli. The other is the democratically-elected, internationally-recognized government with the support of the Libyan Army, based in Tobruk. The two have been fighting since 2014.
The purpose of the short layover is not yet known. The plane is part of the U.S. Air Force’s fleet of unassuming special-ops planes with civilian call signs. (The Air Force has 17 of these.) According to Inquisitr, when the Libyan Air Force personnel asked the assumed special forces members why they were there, the soldiers replied that they were part of a larger operation held “in coordination with other members of the Libyan army.” The forces were turned away anyway.
With its fly-by-wire avionics and distinctive delta wing design, the Gripen E is similar to its predecessors. The difference is in its increased fuel capacity, 20 percent more thrust, extra pylons for carrying more weapons, and advanced electronics that feed tactical information to the pilot and co-op forces at all times. It’s also designed for quick and efficient maintenance, Saab claims the turnaround time between missions is 10 minutes and that the entire engine can be replaced in an hour.
Some other Saab Gripen E features:
The fighter’s Active Electronically Scanned Array (AESA) antennas—called elements—work together or independently to track different targets.
Its Infrared Search and Track (IRST) system looks for heat emissions from other aircraft, helicopters and from objects on the ground and sea surface without giving its position away.
Its Electronic Warfare system alerts the pilot when it has been detected by radar, warns for incoming missiles, and used for electronic attacks.
The pylons give it the flexibility to carry an array of weapons, making it deadlier than previous versions.
The Gripen’s multi-frequency data links provide situational awareness to other fighters.
Its Radar Warning Receiver and Missile Approach Warning systems increase the Gripen’s survivability in combat.
At $85 million apiece, the Gripen E is significantly cheaper than the F-35, making it an attractive alternative for any military.
Drinking in the military is rather common (and always in moderation), as anyone who’s served long enough to make it to the barracks knows.
Everyone has their own reasons to imbibe (fun, tradition, bets, etc.), but perhaps the most important reason is for health reasons. Here are five alcoholic beverages with little-known health benefits.
1. Gin and Tonic
Health Benefit: Anti-malarial
The Gin and Tonic was created by the army of the British East India Company to give to soldiers serving in India and other tropical locations where malaria was common. The tonic of the time had large quantities of quinine, a malaria preventative, dissolved in it and thus tasted terribly bitter. To compensate, the soldiers mixed their daily gin ration with sugar and lime into the tonic water to make it more palatable. Unfortunately, the quinine levels of tonic have been severely reduced so Gin and Tonics won’t be making a comeback as a replacement for the dreaded malaria pills.
2. Red Wine
Health Benefit: Anti-Radiation
Well ahead of their time, the Soviet Navy issued a ration of red wine to its sailors onboard nuclear submarines because it decreased radiation absorption (or more likely calmed the nerves and stomachs of sailors being exposed to radiation on their shoddy submarines… remember K-19?) As it turns out, they were correct to give the sailors red wine. The results of a 2008 study show that resveratrol, a natural anti-oxidant in red wine, can protect cells from radiation damage. So talk to your CBRNE NCO to see if he has any anti-radiation medicine stashed in his office.
Health Benefit: Mental Well-Being
Anyone who has ever served aboard a ship at sea knows life can be tough, but todays modern amenities make things much more bearable. For early sailing ships heading out over the horizon, this was not the case. Enter alcohol. Originally the sailors were served beer but it had a tendency to spoil, so it was replaced by spirits, in particular, rum.
To help the sailors cope with the tough life of sailing they were given a daily ration of rum (known to the British Empire as a ‘tot‘). It is also likely that sailors were given the rum to steady their nerves before a battle. Much to the dismay of sailors, rum rations were discontinued some time ago, with the Royal New Zealand Navy being the last to do so in 1990.
Health Benefit: Surviving life in the military
While this may sound like either a no brainer or a stretch, the benefits of beer for troops are numerous. First of all, beer has been shown to decrease the risk of heart disease and lower blood pressure. While all the PT troops do helps, the beer helps relieve stress, which is a major cause of high blood pressure and every service member knows the military is a stressful place. Speaking of PT, drinking beer can help prevent fractures and improve bone density, relieve joint pain, and has been shown to be a better post-workout recovery than water. Beer can also help fight colds and infections. Finally, drinking beer has been shown to decrease the risk for Alzheimer’s and dementia and can improve creativity. But remember: all of this is when consumed in moderation, so take it easy on the case in your wall locker.
Health Benefit: Weight loss
Have you been enjoying the health benefits of beer a little too much, noticed that your run time is suffering and you are having trouble passing height and weight? Have no fear, whiskey is here to save the day! Whiskey, already a favorite of American troops, has many of the same health benefits of beer without the calories or cholesterol. Whiskey also has the added benefit of containing antioxidants, which fight cancer and aging. So if you need to get back into fighting shape, pass on the beer and get some good old fashioned American whiskey.
The 36 page indictment outlines a massive scheme to defraud the government through a series of kickbacks, money laundering, and medical malpractice.
The feds allege the conspiracy began in 2014 when Richard Cesario and John Cooper founded CCMGRX, LLC (later renamed CMGRX). The premise of the company was to market compounded prescriptions to service members, retirees, and their dependents, documents show.
Compound prescriptions are drugs which are mixed in an effort to provide a unique prescription that meets the specific needs of the patient. They are not approved by the FDA, but may be prescribed when a patient is unable to have a specific ingredient in a drug, or the drug is not available in a specific form, such as prescriptions for children who can’t swallow a pill and must have a liquid version of the medication.
Cesario and Cooper enlisted the help of three marketers, Joe Straw, Luis Rios, and Michael Kiselak, to recruit pharmacies and patients, the indictment shows.
The patients allegedly were oblivious to the scam, instead being told that they were taking part in a medical study being done by an independent non-profit organization, the Freedom From Pain Foundation. The company was operated by Cesario and Cooper, who used the company to launder the money they received from TRICARE, Justice says.
Money was allegedly paid to five different pharmacy owners and two doctors.
After paying beneficiaries for participating in the study, kickbacks were allegedly sent in the form of checks to the doctors, pharmacy owners, and marketers. The rest was pocketed by Cesario and Cooper, the feds say.
More than 30 separate counts were filed against the men, including conspiracy to commit healthcare fraud.
The indictment also outlines some of the punishment the men will face should they be found guilty, beginning with a list of properties in Texas, Florida, and Costa Rica that the men will have to turn over to the government.
Additionally, 32 vehicles, including Ferraris; Maseratis; Aston Martins, Corvettes; Mercedes-Benz; Jaguars; Porsches; Hummers; Cadillacs; BMWs and several trucks and SUVs will be seized by the government upon conviction of any single offense.
The indictment goes on to list multiple boats and recreational vehicles, bank accounts in the names of the men and family members, cash, investment accounts, firearms, jewelry, other property, and “working interest” in several oil companies, as well as a “money judgement” that could all be seized by the government in an effort to recoup the over $100 million scammed by the group.
According to the press release regarding the indictment, Cesario and Cooper, who were placed in custody earlier this year, are being held until trial. The other 10 men all made bail until their trial.
Each of the charges against the men is punishable by between 5 and 10 years, and a $250,000 fine.
The FBI and the Defense Criminal Investigative Service helped investigate and breaking up the alleged conspiracy ring.
The military has very talented photographers in its ranks, and they constantly attempt to capture what life as a service member is like during training and at war. This is the best of what they shot this week:
Soldiers and United States Air Force Airmen unload an AH-64 Apache helicopter, for the soon to be activated 1st Attack Reconnaissance Battalion, 25th Aviation Regiment, 25th Infantry Division, from a C-5 Galaxy at Fort Wainwright, Alaska, Aug. 20, 2015. TheU.S. Army Alaska battalion will receive a total of 24 Apaches by April 2016.
Soldiers, assigned to 2nd “Black Jack” Brigade, 1st Cavalry Division, secure a landing zone after exiting UH-60 Black Hawks, from 2nd Combat Aviation Brigade, 2nd Infantry Division (Official Page), during a training exercise at Rodriguez Live Fire Range, Republic of Korea, Aug. 20, 2015.
A Soldier, assigned to the The 75th Ranger Regiment, conducts a simulated assault during Exercise Swift Response 15 at JMRC, in Hohenfels, Germany, Aug. 23, 2015. Swift Response 15 is aUnited States Army Europe – USAREUR-led, combined airborne training event with participation from more than 4,800 service members from 11 NATO nations.
PACIFIC OCEAN (Aug. 20, 2015) Sailors receive cargo in hangar bay of the aircraft carrier USS John C. Stennis (CVN 74) during an underway replenishment with the Military Sealift Command fleet replenishment oiler USNS Henry J. Kaiser (T-AO 187). The John C. Stennis Strike Group is undergoing a composite training unit exercise and joint task force exercise, the final step in certifying to deploy.
ARABIAN GULF (Aug. 26, 2015) An MH-60S Sea Hawk helicopter assigned to the Sea Knights of Helicopter Sea Combat Squadron (HSC) 22 delivers cargo from the Military Sealift Command fast combat support ship USNS Arctic (T-AOE 8) to the flight deck of the aircraft carrier USS Theodore Roosevelt (CVN 71) during a vertical replenishment.
PORT HUENEME, Calif. (Aug. 24, 2015) Chief Utilitiesman Philip Anderton, assigned to Naval Mobile Construction Battalion (NMCB) 3, musters his platoon as his daughter hugs him before departing on a scheduled deployment to the Pacific region. NMCB-3 will support construction operations throughout the U.S. Pacific Fleet, sustain interoperability with regional governments, and provide fleet construction support.
INDIAN OCEAN (Aug. 25, 2015) Gunner’s Mate 3rd Class Alyssa Wynn fires the forward .50-caliber machine gun during a surface warfare live-fire exercise aboard the guided-missile destroyer USS Bainbridge (DDG 96).
Lance Cpl. Noah Soliz fires his M240-B medium machine gun during a live-fire squad attack course August 22, 2015, during Exercise Crocodile Strike at Mount Bundey Training Area, Northern Territory, Australia.
Marines assigned 1st Marine Division, run along hills during the Dark Horse Ajax Challenge aboard Marine Corps Base Camp Pendleton, California, Aug. 20, 2015. The eight-mile course tested the Marines’ and Sailors’ endurance and leadership skills with trials spread across the San Mateo area.
Lance Cpl. Riley Remoket, with 31st Marine Expeditionary Unit, fills a water bull at a water distribution site during typhoon relief efforts in Saipan, Aug. 19, 2015. The Marines and sailors of the 31st MEU were redirected to Saipan after the island was struck by Typhoon Soudelor Aug. 2-3.
U.S. Air Force Airman 1st Class Spencer Stone meets Lt. Gen. Timothy M. Ray, 3rd Air Force commander and 17th Expeditionary Air Force commander, upon his arrival to Ramstein Air Base, Germany, Aug. 24. 2015. Stone, along with childhood friends, Aleksander Skarlatos and Anthony Sadler, were recently honored by French President François Hollande for subduing an armed gunman when he entered their train carrying an assault rifle, a handgun and a box cutter.
An F-22A Raptor from the 95th Fighter Squadron at Tyndall Air Force Base, Fla., flies over the Nevada Test and Training Range during Red Flag 15-3 at Nellis AFB, Nev., July 31, 2015.
Maj. Jason Curtis, Thunderbird 5, and Capt. Nicholas Eberling, Thunderbird 6, fly back from Minden, Nev., Aug. 25, 2015.
Paratroopers assigned to 1st Battalion (Airborne), 501st Infantry Regiment descend after jumping out of a C-130 Hercules, assigned to the 374th Wing from Yokota Air Base, Japan, over the Malemute drop zone at Joint Base Elmendorf-Richardson, Alaska, Aug. 24, 2015.
Coast Guard Station Yaquina Bay is preparing for heavy weather this weekend. The coastal forecast is calling for 10-15 ft swells and winds up to 45 knots on Saturday. The Coast Guard defines heavy weather as seas greater than 8ft and winds greater than 30 knots.
Coast Guard Station Yaquina Bay has two 47 foot motor life boats. These boats have the ability to roll over and return to the upright position in 8-12 seconds.
The Pentagon’s emerging “Arsenal Plane” or “flying bomb truck” is likely to be a modified, high-tech adaptation of the iconic B-52 bomber designed to fire air-to-air weapons, release swarms of mini-drones and provide additional fire-power to 5th generation stealth fighters such as the F-35 and F-22, Pentagon officials and analysts said.
It is also possible that the emerging arsenal plane could be a modified C-130 or combined version of a B-52 and C-130 drawing from elements of each, Pentagon officials said.
Using a B-52, which is already being modernized with new radios and an expanded internal weapons bay, would provide an existing “militarized” platform already engineered with electronic warfare ability and countermeasures designed to thwart enemy air defenses.
“You are using a jet that already has a military capability. The B-52 is a military asset, whereas all the alternatives would have to be created. It has already been weaponized and has less of a radar cross-section compared to a large Air Force cargo plane. It is not a penetrating bomber, but it does have some kind of jamming and countermeasures meant to cope with enemy air defenses. It is wired for a combat mission,” said Richard Aboulafia, Vice President of analysis at the Teal Group, a Virginia-based consultancy.
Flying as a large, non-stealthy bomber airplane, a B-52 would still present a large target to potential adversaries; however, Defense Secretary Ashton Carter said part of the rationale for the “Arsenal Plane” would be to work closely with stealthy fighter jets such as an F-22 and F-35, with increased networking technology designed to increase their firepower and weapons load.
An “Arsenal Plane” networked to F-22 and F-35 stealth fighters would enable the fighter aircraft to maintain their stealth properties while still having substantial offensive bombing capability. If stealth fighters attach weapons to their external pylons, they change their radar signature and therefore become more vulnerable to enemy air defenses. If networked to a large “flying bomb truck,” they could use stealth capability to defeat enemy air defenses and still have an ability to drop large amounts of bombs on targets.
Such a scenario could also likely rely upon now-in-development manned-unmanned teaming wherein emerging algorithms and computer technology enable fighter jets to control the sensor payload and weapons capability of nearby drones from the cockpit of the aircraft. This would enable Intelligence, Surveillance and Reconnaissance assets to more quickly relay strategic or targeting information between fighter jets, drones and “Arsenal Planes.”
Aboulafia explained that air fighters being developed by potential adversaries, such as the Chinese J-20 and other fighters, could exist in larger numbers than a US force, underscoring the current US strategy to maintain a technological edge even if their conventional forces are smaller. An “Arsenal Plane” could extend range and lethality for US fighters, in the event they were facing an enemy force with more sheer numbers of assets.
“There is a concern about numbers of potential enemies and range. When you are dealing with a potential adversary with thousands of jets and you’ve got limited assets with limited weapons payloads, you have got to be concerned about the numbers,” he said.
An effort to be more high-tech, if smaller in terms of sheer numbers, than rival militaries is a key part of the current Pentagon force modernization strategy.
“In practice, the “Arsenal Plane” will function as a very large airborne magazine, networked to fifth generation aircraft that act as forward sensor and targeting nodes, essentially combining different systems already in our inventory to create wholly new capabilities,” Carter told reporters. Aboulafia added that an idea for an “Arsenal Plane” emerged in the 1980s as a Cold War strategy designed to have large jets carry missiles able to attack Soviet targets.
Carter unveiled the “Arsenal Plane” concept during a recent 2017 budget drop discussion at the Pentagon wherein he, for the first time, revealed the existence of a “Strategic Capabilities Office” aimed at connecting and leveraging emerging weapons and technology with existing platforms. This effort is aimed at saving money, increasing the military’s high-tech lethality and bringing new assets to the force faster than the many years it would take to engineer entirely new technologies.
“I created the SCO (Strategic Capabilities Office) in 2012, when I was Deputy Secretary of defense to help us to re-imagine existing DOD and intelligence community and commercial systems by giving them new roles and game-changing capabilities to confound potential enemies — the emphasis here was on rapidity of fielding, not 10 and 15-year programs,” he said.
Carter said “Arsenal Plane” development would be funded through a $71 billion research and development 2017 budget request.
While Carter did not specify a B-52 during his public discussion of the new asset now in-development, he did say it would likely be an “older” aircraft designed to function as a “flying launchpad.”
“The last project I want to highlight is one that we’re calling the “Arsenal Plane,” which takes one of our oldest aircraft platforms and turns it into a flying launchpad for all sorts of different conventional payloads,” Carter added.
The Air Force is already surging forward with a massive, fleet-wide modernization overhaul of the battle-tested, Vietnam-era B-52 bomber, an iconic airborne workhorse for the US military dating back to the 1960s.
Engineers are now equipping all 76 of the Air Force B-52s with digital data-links, moving-map displays, next-generation avionics, new radios and an ability to both carry more weapons internally and integrate new, high-tech weapons as they emerge, service officials said.
The technical structure and durability of the B-52 airframes in the Air Force fleet are described as extremely robust and able to keep flying well into the 2040s and beyond – so the service is taking steps to ensure the platform stays viable by receiving the most current and effective avionics, weapons and technologies.
Aboulafia said the new B-52 “Arsenal Plane” could, for the first time, configure a primarily air-to-ground bomber as a platform able to fire air-to-air weapons as well – such as the Advanced Medium Range Air to Air Missile, or AMRAAM.
The integration of air-to-air weapons on the B-52 does not seem inconceivable given the weapons upgrades already underway with the aircraft. Air Force is also making progress with a technology-inspired effort to increase the weapons payload for the workhorse bomber, Eric Single, Chief of the Global Strike Division, Acquisition, told Scout Warrior in an interview several months ago.
The 1760 Internal Weapons Bay Upgrade, or IWBU, will allow the B-52 to internally carry up to eight of the newest “J-Series” bombs in addition to carrying six on pylons under each wing, he explained.
B-52s have previously been able to carry JDAM weapons externally, but with the IWBU the aircraft will be able to internally house some of the most cutting edge precision-guided Joint Direct Attack Munitions and Joint Air-to-Surface Standoff Missiles, among others.
“It is about a 66 percent increase in carriage capability for the B-52, which is huge. You can imagine the increased number of targets you can reach, and you can strike the same number of targets with significantly less sorties,” said Single.
Single also added that having an increased internal weapons bay capability affords an opportunity to increase fuel-efficiency by removing bombs from beneath the wings and reducing drag.
The first increment of IWBU, slated to be finished by 2017, will integrate an internal weapons bay ability to fire a laser-guided JDAM. A second increment, to finish by 2022, will integrate more modern or cutting-edge weapons such as the Joint Air-to-Surface Standoff Missile, or JASSM, JASSM Extended Range (ER) and a technology called Miniature Air Launched Decoy, or MALD. A MALD-J “jammer” variant, which will also be integrated into the B-52, can be used to jam enemy radar technologies as well, Single said.
IWBU, which uses a digital interface and a rotary launcher to increase the weapons payload, is expected to cost roughly $313 million, service officials said.
The B-52 has a massive, 185-foot wingspan, a weight of about 185,000 pounds and an ability to reach high sub-sonic speeds and altitudes of 50,000 feet, Air Force officials said.
Communications, Avionics Upgrades
Two distinct, yet interwoven B-52 modernization efforts will increase the electronics, communications technology, computing and avionics available in the cockpit while simultaneously configuring the aircraft with the ability to carry up to eight of the newest “J-Series” precision-guided weapons internally – in addition to carrying six weapons on each wing, Single said.
Eight B-52s have already received a communications (coms systems) upgrade called Combat Network Communication Technology, or CONECT – a radio, electronics and data-link upgrade which, among other things, allows aircraft crews to transfer mission and targeting data directly to aircraft systems while in flight (machine to machine), Single explained.
“It installs a digital architecture in the airplane,” Single explained. “Instead of using data that was captured during the mission planning phase prior to your take off 15 to 20 hours ago – you are getting near real-time intelligence updates in flight.”
Single described it key attribute in terms of “machine-to-machine” data-transfer technology which allows for more efficient, seamless and rapid communication of combat-relevant information.
Using what’s called an ARC 210 Warrior software-programmable voice and data radio, pilots can now send and receive targeting data, mapping information or intelligence with ground stations, command centers and other aircraft.
“The crew gets the ability to communicate digitally outside the airplane which enables you to import not just voice but data for mission changes, threat notifications, targeting….all those different types of things you would need to get,” Single said.
An ability to receive real-time targeting updates is of great relevance to the B-52s close-air-support mission because fluid, fast-moving or dynamic combat situations often mean ground targets appear, change or disappear quickly.
Alongside moving much of the avionics from analogue to digital technology, CONECT also integrates new servers, modems, colored display screens in place of old green monochrome and provides pilots with digital moving-map displays which can be populated with real-time threat and mission data, Single said.
The new digital screens also show colored graphics highlighting the aircraft’s flight path, he added.
Single explained that being able to update key combat-relevant information while in transit will substantially help the aircraft more effectively travel longer distances for missions, as needed.
“The key to this is that this is part of the long-range strike family of systems — so if you take off out of Barksdale Air Force Base and you go to your target area, it could take 15 or 16 hours to get there. By the time you get there, all the threat information has changed,” said Single. “Things move, pop up or go away and the targeting data may be different.”
The upgrades will also improve the ability of the airplane to receive key intelligence information through a data link called the Intelligence Broadcast Receiver. In addition, the B-52s will be able to receive information through a LINK-16-like high-speed digital data link able to transmit targeting and Intelligence, Surveillance and Reconnaissance, or ISR information.
The CONECT effort, slated to cost $1.1 billion overall, will continue to unfold over the next several years, Single explained.
Twelve B-52 will be operational with CONECT by the end of this year and the entire fleet will be ready by 2021, Single said.
Known for massive bombing missions during the Vietnam War, the 159-foot long B-52s have in recent years been operating over Afghanistan in support of military actions there from a base in Guam.
The B-52 also served in Operation Desert Storm, Air Force statements said. “B-52s struck wide-area troop concentrations, fixed installations and bunkers, and decimated the morale of Iraq’s Republican Guard,” an Air Force statement said.
In 2001, the B-52 provided close-air support to forces in Afghanistan during Operation Enduring Freedom, service officials said. The B-52 also played a role in Operation Iraqi Freedom. On March 21, 2003, B-52Hs launched approximately 100 CALCMs (Conventional Air Launched Cruise Missiles) during a night mission.
Given the B-52s historic role in precision-bombing and close air support, next-generation avionics and technologies are expected to greatly increase potential missions for the platform in coming years, service officials said.
Despite Air Force Chief of Staff Gen. Mark Welsh’s assertion that a head-to-head competition between the A-10 Warthog and the new F-35 Joint Strike Fighter would be “silly,” Department of Defense officials tell the Washington Times there are now exercises in the planning stages to test the F-35’s close air support (CAS) capabilities.
Now that the Air Force has figured out why some F-35 jet engines ignite on takeoff, it’s ready to retire its A-10 fleet. Over it’s 30-plus years of service, the A-10 has become a beloved platform and a welcome sight and sound to troops on the ground who love to hear the distinctive sound of it’s nose cannon projecting freedom and 30 mm rounds on America’s enemies.
The Air Force wants to retire the Warthog for what it calls “budget cuts” — but most suspect this is to help pay for the development of the F-35. With a total price tag of $1.5 trillion, the F-35 is set to be the most expensive weapons program ever developed by any country ever. And for that price you get stealth and other high-tech gee-wizzary, but no BRRRRRRRRRRRRRT.
Retiring the A-10 is controversial to some members of Congress and the military who accuse the Air Force of planning to mothball the Warthog without providing a CAS replacement. Gen. Welsh claims the F-35 was never intended to replace the A-10’s CAS capability but that the F-35 was designed “with the whole battle space in mind.”
The tests are currently set to be held in 2018, which doesn’t really make sense because the software for the F-35’s guns isn’t scheduled to be delivered until 2019.
In the meantime the heated discussions will rage.
What do you think? Do we need to keep the A-10 or go all-in with the Joint Strike Fighter? Tell us your thoughts in the comments below.